EP1335846A1 - Procede et dispositif pour reconnaitre lorsqu'un vehicule est a l'arret - Google Patents

Procede et dispositif pour reconnaitre lorsqu'un vehicule est a l'arret

Info

Publication number
EP1335846A1
EP1335846A1 EP01997426A EP01997426A EP1335846A1 EP 1335846 A1 EP1335846 A1 EP 1335846A1 EP 01997426 A EP01997426 A EP 01997426A EP 01997426 A EP01997426 A EP 01997426A EP 1335846 A1 EP1335846 A1 EP 1335846A1
Authority
EP
European Patent Office
Prior art keywords
motor vehicle
position change
current position
standstill
signal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP01997426A
Other languages
German (de)
English (en)
Other versions
EP1335846B1 (fr
Inventor
Franz-Josef Endres
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Active Safety GmbH
Original Assignee
Lucas Automotive GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Lucas Automotive GmbH filed Critical Lucas Automotive GmbH
Publication of EP1335846A1 publication Critical patent/EP1335846A1/fr
Application granted granted Critical
Publication of EP1335846B1 publication Critical patent/EP1335846B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/122—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger for locking of reverse movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/06—Hill holder; Start aid systems on inclined road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18118—Hill holding

Definitions

  • the present invention relates to a method and a device with which it is recognized whether a motor vehicle is at a standstill or not.
  • the present invention relates to a method and a device for detecting a standstill of a motor vehicle on the basis of changes in inclination, such as e.g. Pitching movements of the motor vehicle.
  • the present invention relates to brake equipment for motor vehicles and methods for operating the same, in which braking forces are generated when motor vehicle standstill states are detected.
  • the operating status information includes parameters that characterize the current operating status of the vehicle. These include the Speed, the acceleration, the lateral acceleration, the engine speed, the effective drive torque, the speed of one or more wheels, positions of the accelerator, brake and clutch pedals and the like.
  • the braking equipment cannot be controlled to generate braking forces when the motor vehicle is at a standstill if the central control, corresponding sensors and / or data transmission devices connected to the braking equipment do not work properly or fail completely.
  • the standstill of a motor vehicle is determined by checking whether the current driving speed is zero, the clutch is released, the first or the reverse gear is engaged and the current inclination angle of the motor vehicle corresponds to a predetermined inclination angle or is larger than this.
  • the brake actuation pressure is maintained by a valve which is arranged between the master brake cylinder and the wheel brake cylinders of the brake system described there, which is specified by the driver at this time by means of the brake pedal.
  • the disadvantage here is that without actuating the brake pedal at standstill, no braking forces are generated if a transition to standstill has occurred without using the brake pedal.
  • the object of the present invention is to provide a method and a device which make it possible to recognize standstill states of the same independently of an operation of a central control of a motor vehicle.
  • the present invention is intended to provide a method and a device that reliably detect the standstill states of a motor vehicle's braking equipment.
  • the present invention provides a method and a device for recognizing a standstill state of a motor vehicle as well as braking equipment for a motor vehicle and a method for operating the same, in which standstill states of a motor vehicle are recognized in the manner according to the invention.
  • the method according to the invention for detecting a standstill state of a motor vehicle at least one change of position parameter is defined which defines a change in position of a motor vehicle which can occur in a driving state.
  • a current change in position of the motor vehicle is then detected for each operating state of the motor vehicle in which a standstill detection is to be carried out, and at least one current position change parameter is determined which defines the detected current change in position.
  • the at least one current one is determined which defines the detected current change in position.
  • the position change parameter is compared with the at least one fixed position change parameter in order to determine whether the at least one current position change parameter indicates a driving state for the motor vehicle.
  • a signal is generated which indicates that the motor vehicle is moving and is not at a standstill.
  • a signal is generated which characterizes a standstill state for the motor vehicle if the at least one current position change parameter indicates that the motor vehicle is at a standstill.
  • a state of standstill is understood to mean a state of the motor vehicle in which the motor vehicle should not have or assume a driving state.
  • At least one position change parameter area is preferably defined, which characterizes position changes of the motor vehicle that can occur in driving conditions.
  • the at least one current position change parameter is compared with the corresponding position change parameter area or a corresponding one of the position change parameter areas in order to determine whether the at least one current position change parameter lies in the corresponding position change parameter area. If the current position change parameter (s) is not in the corresponding position change parameter range, the standstill signal is generated while the signal indicating a driving state for the motor vehicle is generated. when the current position change parameter (s) falls within the corresponding position change parameter range.
  • the at least one position change parameter is defined such that it (they) define changes in the inclination of the motor vehicle about its longitudinal and / or transverse axis. Accordingly, when the current change in position of the motor vehicle is detected, current changes in inclination are recorded and compared with the specified changes in inclination.
  • the current change in position parameter is determined from the current change of position signal or from the current change of inclination signal.
  • the current position change signal can be low-pass filtered or high-pass filtered or band-pass filtered.
  • the current position change signal can be low-pass filtered and subsequently high-pass filtered or high-pass filtered and subsequently low-pass filtered.
  • This procedure has the advantage that filters of different characteristics can be used for the low-pass filtering and the high-pass filtering. For example, it is possible to specify different sampling rates and amplification factors for low-pass and high-pass filtering.
  • the current position change signal or a filtered current position change signal can be filtered differentially.
  • Appropriate position change parameters are accordingly to be defined for the comparison to be carried out. It is possible to use one or more different To determine profitable quantities as position change parameters, which define changes over time of changes in the position of the motor vehicle which can occur in a driving state. Furthermore, it is provided that one or more differential quantities are determined from the at least one fixed position change parameter.
  • the filterings mentioned above are preferably carried out recursively.
  • the (filtered) current one is used to determine the current position change parameter
  • Position change signal and a previously determined (filtered) current position change signal are used as a basis.
  • the device according to the invention for detecting a standstill state of a motor vehicle has a position change detection device and a computer unit.
  • the position change detection device serves to detect a current change in position of a motor vehicle and to generate a corresponding change in position signal.
  • the current position change signal is evaluated with the computer unit in that at least one current position change parameter is obtained from the current position change signal and compared with at least one predetermined position change parameter that defines the position changes of a motor vehicle that may occur in a driving state.
  • the computer unit generates a signal that represents a standstill state or driving operation for the motor vehicle.
  • the computer unit generates a standstill signal when the at least one current position change parameter, compared to the at least one fixed position change parameter, indicates that the motor vehicle is not in a driving mode, but is standing still.
  • the computer unit outputs a signal that characterizes a driving operation of the motor vehicle when the comparison of the position change parameters shows that the motor vehicle is in a driving operation.
  • the position change detection device preferably includes an inclination sensor with which changes in inclination of the motor vehicle about its longitudinal and / or transverse axis are detected. In this case, a current change in inclination signal is generated by the position change detection device.
  • the computer unit has a bandpass filter that filters the current position change signal.
  • the computer unit can have a low-pass filter receiving the current position change signal and a high-pass filter receiving a low-pass filtered signal of the low-pass filter or a high-pass filter receiving the current position change signal and a filtered low-pass filter receiving the current high-pass signal.
  • the computer unit can also comprise only a high-pass filter or a low-pass filter.
  • the computer unit can have a differential filter which differentially filters the current position change signal or one of the signals filtered by the bandpass or the low-pass and / or high-pass filter.
  • sampling rates and / or amplification factors be selected for them.
  • the present invention also provides a method for
  • FIG. 1 shows a schematic illustration of a motor vehicle with a device for detecting standstill
  • FIG. 2 shows an embodiment of a device according to the invention for standstill detection with a bandpass filter
  • FIG. 3 shows an embodiment of a device according to the invention for standstill detection with a low-pass filter and a high-pass filter
  • FIG. 4 shows an embodiment of a device according to the invention for standstill detection with a bandpass filter and a differential filter
  • Fig. 5 shows an embodiment of a device according to the invention for standstill detection with low-pass and high-pass filters and a differential filter.
  • a motor vehicle in driving mode ie at a vehicle speed other than zero, has dynamic movements characteristic of the driving mode about its transverse axis and its longitudinal axis. Consequently, it can be determined not only whether a motor vehicle is at a standstill or not when the motor vehicle has no movements, but also when movements of the motor vehicle ges do not correspond to the movements typical for driving.
  • detected vehicle movements are in an area in which typical vehicle movements for driving can be located, it can be assumed that the motor vehicle is not at a standstill. In contrast, it can be determined that the motor vehicle is at a standstill if the detected vehicle movements are not in the range of the typical movements.
  • the movements caused by driving differ in the frequencies, the amplitudes and the directions with respect to the longitudinal and Transverse axes of a motor vehicle. Accordingly, typical motions of a motor vehicle for driving operation can be characterized via their frequencies, their amplitudes and their directions.
  • frequency and / or amplitude ranges should be defined.
  • a definition of limit frequencies and / or limit amplitudes for typical driving movements of a motor vehicle leads to the fact that determined vehicle movements, whose frequencies and / or amplitudes exceed the corresponding limit value, are interpreted as driving movements. Consequently, in the case of a standstill detection for a motor vehicle, in which vehicle movements are evaluated in this way, the result would be that detected vehicle movements which are generated by external influences and which are not typical of driving operation indicate an actually non-existing driving operation.
  • An example of this is the transportation of motor vehicles by a railroad train, in which high-frequency motion components can occur for the motor vehicle, or on a ship, which can cause vehicle movements of large amplitudes.
  • a motor vehicle type which has dynamic movements about the vehicle transverse axis with a frequency of approximately 1 Hz during normal driving. Furthermore, dynamic movements about its transverse axis can occur in this type of motor vehicle for rarely occurring driving conditions with a frequency of up to 4 Hz. For the sake of simplicity, movements of this type of motor vehicle about its longitudinal axis are not taken into account in the following explanation of a standstill detection, even if it is provided to use movements around the longitudinal axis for standstill detection.
  • a motor vehicle As shown in FIG. 1, a motor vehicle, generally designated 1, has brakes 4 assigned to wheels 2.
  • the brakes 4 are controlled by means of a control unit 6 such that, in addition to a conventional braking operation for driving states of the motor vehicle 1, they also generate braking forces when the motor vehicle 1 is at a standstill, which are necessary to keep the motor vehicle 1 at a standstill.
  • one or more of the brakes 4 can be activated by the control unit 6.
  • an inclination sensor 8 assigned to the control unit 6 is used.
  • the inclination sensor 8 it is also possible to use a plurality of inclination sensors or sensors which are arranged in different areas of the motor vehicle 1 and are suitable for detecting vehicle movements and / or changes in vehicle movements.
  • the inclination sensor 8 (or comparable suitable devices) can be operated continuously, at predetermined times or during predetermined time periods.
  • a computer unit 10 is used to evaluate signals of the inclination sensor 8, which indicate a current inclination of the motor vehicle 1, which can be integrated into the control unit 6 or can be designed separately from the latter. It is also possible to provide the function of the computer unit 10 described below by the control unit 6.
  • the computer unit 10 shown in FIG. 2 it is connected via an input 12 to the inclination sensor 8 in order to receive its signal Inc_act, which indicates the current motor vehicle inclination.
  • the received signal Inc_act (ie the current inclination) is filtered by means of a bandpass 14 in such a way that the bandpass 14 outputs a signal Inc_f_bp (ie bandpass-filtered inclination in the frequency range), which can only comprise frequency components of the signal Inc_act of the inclination sensor 8, which in the for Vehicle movements in driving mode defined frequency range.
  • the lower limit frequency of the bandpass 14 is somewhat below 1 Hz, while the upper limit frequency of the bandpass 14 is approximately 4 Hz.
  • the filtered signal Inc_f_bp is transmitted to an evaluation device 16, which determines whether the signal Inc_f_bp of the
  • Bandpass has 14 frequencies in the range between about 1 Hz and 4 Hz. If no frequency components are detected in the signal Inc_f_bp that lie in this frequency range, the evaluation device issues a signal Stat_con (ie standstill state) indicating that the motor vehicle 1 is at a standstill. The signal Stat_con is transmitted to the control unit 6 via an output 18 of the computer unit 10.
  • control unit 6 controls the brakes 4 so that they generate the braking forces required for the standstill.
  • a low-pass filter 20 connected to the input 12 and a high-pass filter 22 connected to it are used instead of the bandpass 14.
  • the low-pass filter 20 receives the Inc_act signal from the inclination sensor 8 and, on the basis of an upper cut-off frequency of approximately 4 Hz, outputs an Inc_f_tp signal (i.e. low-pass filtered inclination in the frequency range) which can only have frequency components below 4 Hz.
  • the signal Inc_f_tp received by the high-pass filter 22 is filtered at a lower cut-off frequency of approximately 1 Hz in order to output a high-pass filtered signal Inc_f_hp (ie, high-pass filtered inclination in the frequency range) which only contains frequency components in the frequency range between approximately 1 Hz and 4 defined for driving movements in driving operation Hz can have.
  • the evaluation device 16 evaluates the signal Inc_f_hp in order to generate the signal Stat_con indicating that the motor vehicle 1 has come to a standstill if the signal Inc_f_hp has essentially no amplitudes.
  • the Stat_con signal indicating a standstill is not generated. The absence of this signal indicates to the control unit 6 that the motor vehicle 1 is not at a standstill but in a driving state. It is also provided that a signal Dyn_con (ie Driving mode) is generated, which indicates a driving mode for the motor vehicle 1.
  • the use of the low pass 20 and the high pass 22 instead of the band pass 14 has the advantage that different sampling rates can be used for the low pass 20 and the high pass 22.
  • Experimental tests of the above-mentioned motor vehicle type have shown that the best results are achieved when the low-pass filter 20 is operated at a sampling rate of 200 Hz (sampling cycle 5 mS) and the high-pass filter 22 is operated at a sampling rate of 10 Hz (sampling cycle 100 mS) becomes.
  • the low pass 20 and the high pass 22 it is possible to specify different gain factors for these filters. Particularly good results could be achieved here if a gain factor of 60 was specified for the high-pass filter 22.
  • Another advantage of the embodiment according to FIG. 3 is that the filter functions for the low pass 20 and the high pass 22 can be defined separately in order to weight the frequency components of the signal Inc_act of the inclination sensor 8 with regard to their importance for a standstill detection.
  • a band limitation filter (anti-aliasing filter) is used to filter the Inc_act signal, which is described by the following equation:
  • Inc_f_tp (1 - exp (-T ⁇ / T)) x (Inc_act-Inc_f_tp_ 1 ) x Inc_f_tp_ !
  • a current low-pass filtered signal Inc_f_tp is calculated using a previously low-pass filtered signal Inc_f_tp_ 2 .
  • TA indicates the sampling cycle (for example 5 mS)
  • T corresponds to the reciprocal of the upper limit frequency (for example approximately 4 Hz) of the low pass 20.
  • the signal Inc_f_tp obtained in this way is filtered by the high-pass filter 22, which in this embodiment is described by the following equation:
  • Inc_f_hp K • (Inc_f__tp-Inc_f_tp_ ! ) + Exp (-T A / T) • Inc_f_hp_ ⁇ .
  • the high-pass filter 22 is also a recursive filter, which calculates the current signal Inc_f_hp using a previously determined high-pass filter signal Inc_f_hp_.
  • the parameter TA specifies the sampling cycle (e.g. 100 S) for the high pass 22, while T corresponds to the lower cut-off frequency (e.g. about 1 Hz) of the high pass 22.
  • the high pass 22 uses a gain factor as compared to the low pass 20, which is represented by the parameter K (e.g. 60).
  • the embodiment of the computer unit 10 shown in FIG. 4 comprises a filter 24 arranged between the bandpass 14 and the evaluation device 16.
  • the filter 24 is a differential filter which is intended to prevent frequency components of the signal Inc_f_bp in the frequency range between approximately 1 Hz and 4 Hz defined for vehicle movements in driving operation, which are not caused by driving operation but, for example, by movements occurring in a standstill state
  • the embodiment of the computer unit 10 shown in FIG. 5 has the components according to FIG. 3 and the filter 24.
  • a differential filter was used for the filter 24, which is described by the following equations:
  • Inc_f_hp-Inc_f_hp_ 1 1 -D for X ⁇ inc_f_abs: Inc_f_abs X
  • the quantity inc_f_abs indicates the differentiated signal Inc_f_hp in the frequency domain.
  • Parameter D is a correction value and parameter X specifies an upper limit.
  • the signal Inc_f_abs output by the filter 24 has the value 0 if the motor vehicle 1 shows no changes in movement or changes in inclination.
  • the value X is output when a current change in movement or change in inclination of motor vehicle 1 exceeds the limit value defined by X.
  • the signal Inc_f_abs results from the corresponding signal Inc_f_abs small the current signal Inc_f_hp, which previously determined. telten signal Inc_f_hp_ ⁇ and the correction value D.
  • the movements detected here generally not being caused by driving the motor vehicle 1.
  • the correspondingly generated signal Inc_f_abs is transmitted to the control unit 6 in order to indicate to the latter that movements (changes) or inclinations (changes) have been determined for the motor vehicle 1, but these do not correspond to movements typical for driving operation.
  • the signal Inc_f_abs can be used to determine, if necessary and / or provided, whether the motor vehicle is at a standstill or not.
  • the control unit 6 If the signal Inc_f_abs has the value 0, the motor vehicle 1 is at a standstill and the control unit 6 accordingly activates the brakes 4 or maintains their activation state. In contrast, the control unit 6 deactivates the brakes 4 when the signal Inc_f_abs corresponds to the limit value X.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

Habituellement, les systèmes de freinage des véhicules, qui développent automatiquement des forces de freinage aptes à maintenir le véhicule à l'arrêt lorsque ce dernier est immobile, fonctionnent en faisant appel à des signaux d'une commande centrale du véhicule. Ces signaux émis par la commande centrale sont utilisés pour déterminer si le véhicule est à l'arrêt ou non. Par conséquent, il est nécessaire de faire fonctionner cette commande centrale, même pendant l'arrêt du véhicule, afin de développer les forces de freinage suffisantes. Une panne ou un mauvais fonctionnement de la commande centrale fait que le système de freinage ne peut plus fonctionner correctement. La présente invention apporte une solution à ces problèmes en ce qu'elle concerne un système de reconnaissance lorsqu'un véhicule est à l'arrêt, reconnaissance qui permet de commander de manière autonome les systèmes de freinage développant automatiquement des forces de freinage lorsque le véhicule est à l'arrêt.
EP01997426A 2000-11-23 2001-11-20 Procede et dispositif pour reconnaitre lorsqu'un vehicule est a l'arret Expired - Lifetime EP1335846B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10058071 2000-11-23
DE10058071A DE10058071A1 (de) 2000-11-23 2000-11-23 Verfahren und Vorrichtung zum Erkennen eines Stillstandzustandes eines Kraftfahrzeuges
PCT/EP2001/013432 WO2002042132A1 (fr) 2000-11-23 2001-11-20 Procede et dispositif pour reconnaitre lorsqu'un vehicule est a l'arret

Publications (2)

Publication Number Publication Date
EP1335846A1 true EP1335846A1 (fr) 2003-08-20
EP1335846B1 EP1335846B1 (fr) 2006-01-11

Family

ID=7664323

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01997426A Expired - Lifetime EP1335846B1 (fr) 2000-11-23 2001-11-20 Procede et dispositif pour reconnaitre lorsqu'un vehicule est a l'arret

Country Status (7)

Country Link
US (1) US7031818B2 (fr)
EP (1) EP1335846B1 (fr)
AT (1) ATE315507T1 (fr)
AU (1) AU2002221872A1 (fr)
DE (2) DE10058071A1 (fr)
ES (1) ES2256337T3 (fr)
WO (1) WO2002042132A1 (fr)

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Also Published As

Publication number Publication date
AU2002221872A1 (en) 2002-06-03
ES2256337T3 (es) 2006-07-16
DE10058071A1 (de) 2002-06-06
WO2002042132A1 (fr) 2002-05-30
US20030208308A1 (en) 2003-11-06
ATE315507T1 (de) 2006-02-15
US7031818B2 (en) 2006-04-18
DE50108710D1 (de) 2006-04-06
EP1335846B1 (fr) 2006-01-11

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